Robust eligibility criteria essential for new global scheme to offset aviation emissions

Warnecke, Carsten; Schneider, Lambert; Day, Thomas; Theuer, Stephanie La Hoz; Fearnehough, Harry

doi:10.1038/s41558-019-0415-y

Cited by 26 publications

(14 citation statements)

References 1 publication

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“…A corresponding adjustment involves adding acquired (incoming) ITMOs to, and subtracting transferred (outgoing) ITMOs from the emissions balance covered by the Party's NDC. 35 Five possible accounting methods are under discussion that would determine how Parties apply corresponding adjustments for ITMOs during their final NDC accounting: the "target year only", "averaging", "cumulative", "multi-year trajectory" and "yearly" methods. The "target year only" method would involve ITMO transactions only for the final target year of the NDC, while the others would facilitate ITMO transactions throughout the NDC period.…”

Section: Article 62: Technical Analysis On Accounting Methods For Simentioning

confidence: 99%

“…(2017 [21]), other previous estimates were also conducted by (Bailis, Broekhoff and Lee, 2016 [29]), (Cames, 2015[30]), (Kuriyama, 2017[33]), (Warnecke, Day and Klein, 2015 [34]), (Warnecke, Day and Tewari, 2015 [35]), (World Bank, Ecofys and Vivid Economics, 2016[36]). 31 Maximum issuance potential for CP2 registered projects.…”

Section: Considerations For the Article 64 Mechanism Of The Potentiamentioning

confidence: 96%

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Markets negotiations under the Paris Agreement

Vaidyula

2019

OECD/IEA Climate Change Expert Group Papers

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Markets negotiations under the Paris Agreement: a technical analysis of two unresolved issues The ideas expressed are those of the authors and do not necessarily represent views of the OECD, the IEA, or their member countries, or the endorsement of any approach described herein. Luca Lo Re (IEA) and Manasvini Vaidyula (OECD) This document, as well as any data and map included herein, are without prejudice to the status of or sovereignty over any territory, to the delimitation of international frontiers and boundaries and to the name of any territory, city or area. 2  COM/ENV/EPOC/IEA/SLT(2019)3 Unclassified OECD/IEA CLIMATE CHANGE EXPERT GROUP PAPERS This series is designed to make available to a wider readership selected papers on climate change issues that have been prepared for the OECD/IEA Climate Change Expert Group (CCXG). The CCXG (formerly called the Annex I Expert Group) is a group of government delegates from OECD and other industrialised countries. The aim of the group is to promote dialogue and enhance understanding on technical issues in the international climate change negotiations. CCXG papers are developed in consultation with experts from a wide range of developed and developing countries, including those participating in the regular Global Forum on the Environment organised by the CCXG. The full papers are generally available only in English. The opinions expressed in these papers are the sole responsibility of the author(s) and do not necessarily reflect the views of the OECD, the IEA or their member countries, or the endorsement of any approach described herein.

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Section: Article 62: Technical Analysis On Accounting Methods For Simentioning

confidence: 99%

Section: Considerations For the Article 64 Mechanism Of The Potentiamentioning

confidence: 96%

Markets negotiations under the Paris Agreement

Vaidyula

2019

OECD/IEA Climate Change Expert Group Papers

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“…While in recent years serious efforts were done to also make aviation accountable for its contribution to global warming, through instruments such as the EU Emissions Trading System (within the European Economic Area, since 2012) and the aviation sector's own carbon offset scheme CORSIA (as from 2021; Larsson, Elofsson, Sterner, & Åkerman, 2019), governments of nations, regions, or cities are not eager to recognize ownership of the emissions that are associated with longdistance travel towards or from their territories. This attitude is implicitly supported by national greenhouse gas inventory regulations that do not allocate such emissions to individual countries (Warnecke, Schneider, Day, La Hoz Theuer, & Fearnehough, 2019). The complexity of the climate issue, to which both embedded emissions in imported products and the contribution of long-distance travel are of great importance, is hardly recognized in governmental climate policy plans.…”

Section: Introduction: a Territorial Approach To The Climate Footprint Of International Travelmentioning

confidence: 99%

Territorializing International Travel Emissions: Geography and Magnitude of the Hidden Climate Footprint of Brussels

Boussauw

Decroly

2021

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In the present article we investigate the geography and magnitude of the climate footprint of long-distance travel with Brussels, Belgium, as a destination. The internationally networked position of this city goes hand in hand with a strong dependence on international mobility, which largely materializes in impressive volumes of long-distance travel and associated consumption of important amounts of fossil fuel. Despite a surge in concerns about global warming, the climate footprint of most international travel, notably air travel, is not included in the official national and regional climate inventories, or in other words, it is not territorialized. The official climate footprint of the Brussels-Capital Region attained 3.7 Mton CO<sub>2</sub>eq per year (in 2017). Based on our exploratory calculations, however, the total estimated climate footprint of all Brussels-bound international travel equalled an additional 2.7 Mton CO<sub>2</sub>eq. In terms of geographical distribution, over 70% of international travellers to Brussels come from Europe, while these represent only 15% of the climate footprint of all international travel to Brussels. We conclude that the practice of not allocating emissions caused by international travel to territorial units has kept the magnitude and complexity of this problem largely under the radar and contributes to the lack of societal support for curbing growth of international aviation.

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“…The Kyoto Protocol is based on GWPs from pulse emissions over a 100-year time frame. 2 https://www.icao.int/environmental-protection/CORSIA/Documents/CORSIA FAQs October %202019 final.pdf 3 Criticisms on the CORSIA process are briefly listed at the URL https://en.wikipedia.org/wiki/Carbon Offsetting and Reduction Scheme for International Aviation and references therein., see also [9] showing that the CORSIA scheme will only compensate for the emissions increase if robust criteria for the eligibility of offset credits are adopted.…”

Section: Introductionmentioning

confidence: 99%

Estimating, monitoring and minimizing the travel footprint associated with the development of the Athena X-ray Integral Field Unit

Barret

2020

Exp Astron

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Global warming imposes us to reflect on the way we carry research, embarking on the obligation to minimize the environmental impact of our research programs, with the reduction of our travel footprint being one of the easiest actions to implement, thanks to the advance of digital technology. The X-ray Integral Field Unit (X-IFU), the cryogenic spectrometer of the Athena space X-ray observatory of the European Space Agency will be developed by a large international consortium, currently involving 240 members, split over 13 countries, 11 in Europe, Japan and the United States. The travel footprint associated with the development of the X-IFU is to be minimized. For that purpose, a travel footprint calculator has been developed and released to the X-IFU consortium members. The calculator uses seven different emission factors and methods leading to estimates that differ by up to a factor of 5 for the same flying distance. These differences illustrate the lack of standards and regulations for computing the footprint of flight travels and are explained primarily, though partly, by different accounting of non-CO2 effects. When accounting for non-CO2 effects, the flight emission is estimated as a multiple of the direct CO2 emission from burning fuel, expressed in CO2-equivalent (CO2eq), with a multiplication factor ranging from 2 to 3. Considering or ignoring this multiplication factor is key when comparing alternative modes of transportation to flying. The calculator enables us to compute the travel footprint of a large set of travels and can help identify a meeting place that minimizes the overall travel footprint for a large set of possible city hosts, e.g. cities with large airports. The calculator also includes the option for a minimum distance above which flying is considered the most suitable transport

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Robust eligibility criteria essential for new global scheme to offset aviation emissions

Cited by 26 publications

References 1 publication

Markets negotiations under the Paris Agreement

Markets negotiations under the Paris Agreement

Territorializing International Travel Emissions: Geography and Magnitude of the Hidden Climate Footprint of Brussels

Estimating, monitoring and minimizing the travel footprint associated with the development of the Athena X-ray Integral Field Unit

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